System and method for real-time aircraft performance monitoring

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims priority to U.S. Patent Application Ser. No. 61/594,761 filed Feb. 3, 2012 which is incorporated herein by reference in its entirety.

FIELD OF THE INVENTION

The present invention relates to a system and method for real-time aircraft performance monitoring, and more particularly, to optimizing fuel mileage performance.

BACKGROUND OF THE INVENTION

Fuel usage is one of the major operating costs for the airline industry and, accordingly, optimizing fuel mileage performance, i.e., fuel efficiency, is a priority. Fuel efficiency can be increased during manufacture of new aircraft and include more efficient engine design, lighter design materials and improved aerodynamics, however, for aircraft that currently exist, increasing fuel efficiency has proven difficult.

Existing aircraft, using conventional techniques to increase fuel efficiency, typically fly in specified flight envelopes that depend on an aircraft's current gross weight or mass, environmental data and performance parameters, e.g., speed and altitude. Specifically, pilots adjust the aircraft's altitude and cruise speed as the mass decreases due to fuel consumption which, in turn, optimizes fuel efficiency. Optimal cruise speeds are determined according to cost schedules derived from fuel efficiency. The cost schedules have a cost index that is calculated by airlines, and balances time and fuel costs. For example, as fuel costs increase, the cost index decreases and results in lower, i.e., slower, optimal cruise speeds.

However, conventional techniques that calculate fuel mileage performance are often inaccurate due to inaccurate calculations of mass variations and environmental data assumptions. For example, flight crews typically derive a pre-flight mass for an aircraft from combinations of actual and estimated mass. This pre-flight mass is entered into a flight computer that adjusts the flight profile according to pre-programmed algorithms, which can account for weight variations, due to fuel consumption during flight. However, these pre-programmed algorithms rely upon statistical models that often result in variances between calculated and actual conditions, including mass and environmental conditions.

Other conventional techniques that attempt to calculate fuel mileage performance occur post-flight. For example, some airlines manually track fuel consumed at the end of each flight. However, this approach fails to assist optimizing fuel efficiency during flight since it only measures fuel mileage performance post-flight.

Clearly, there is a need in the art for improved systems and methods that increase fuel efficiency for aircraft, via real-time aircraft performance monitoring. Moreover, there is a need to more accurately determine the mass using real-time aircraft performance monitoring, in turn, increases fuel mileage performance, e.g., fuel efficiency. Further still, there is a need to more accurately monitor other factors, in real-time, which effect fuel mileage performance, e.g., environmental conditions.

SUMMARY OF THE INVENTION

The purpose and advantages of the invention will be set forth in and apparent from the description that follows. Additional advantages of the invention will be realized and attained by the apparatus, systems and methods particularly pointed out in the written description and claims hereof, as well as from the appended drawings.

To achieve these and other advantages and in accordance with the purpose of the invention, as embodied, the invention includes, in one aspect, a computer apparatus and method to determine aircraft fuel mileage performance in which an aspect of the invention includes receiving real-time aircraft data during aircraft flight and processing the real-time data to determine real-time aircraft mass data. A calculation is performed to determine the real-time fuel mileage performance for the aircraft based upon the determined real-time aircraft mass data.

Further aspects of the invention include transmitting an alert signal that indicates degradation of said fuel mileage performance when said fuel mileage performance is below a predetermined threshold. Another aspect includes adjusting the altitude and a cruise speed of the aircraft based upon the calculated real-time fuel mileage performance. Other aspects include storing the fuel mileage performance as a record in a database having previously stored records and calculating a performance trend for the fuel mileage performance based on the record and at least one of the previously stored records. Additional aspects include determining a degradation of fuel mileage performance according to the calculated performance trend and performing maintenance on the aircraft when the degradation of fuel mileage performance falls below a predetermined threshold.

BRIEF DESCRIPTION OF THE DRAWINGS

So that those having ordinary skill in the art, to which the present invention pertains, will more readily understand how to employ the novel system and methods of the present invention, embodiments thereof will be described in detail herein-below with reference to the drawings, wherein:

<figref idref="DRAWINGS">FIG. 1</figref> is a system diagram for executing methods of real-time aircraft performance monitoring; and

<figref idref="DRAWINGS">FIG. 2</figref> is a block diagram in accordance with an illustrated embodiment.

DETAILED DESCRIPTION OF CERTAIN EMBODIMENTS

The present invention is now described more fully with reference to the accompanying drawings, in which an illustrated embodiment of the present invention is shown. The present invention is not limited in any way to the illustrated embodiment as the illustrated embodiment described below is merely exemplary of the invention, which can be embodied in various forms, as appreciated by one skilled in the art. Therefore, it is to be understood that any structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a basis for the claims and as a representative for teaching one skilled in the art to variously employ the present invention. Furthermore, the terms and phrases used herein are not intended to be limiting but rather to provide an understandable description of the invention.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Although any methods and materials similar or equivalent to those described herein can also be used in the practice or testing of the present invention, exemplary methods and materials are now described. All publications mentioned herein are incorporated herein by reference to disclose and describe the methods and/or materials in connection with which the publications are cited.

It must be noted that as used herein and in the appended claims, the singular forms “a”, “an,” and “the” include plural referents unless the context clearly dictates otherwise. Thus, for example, reference to “a stimulus” includes a plurality of such stimuli and reference to “the signal” includes reference to one or more signals and equivalents thereof known to those skilled in the art, and so forth.

The publications discussed herein are provided solely for their disclosure prior to the filing date of the present application. Nothing herein is to be construed as an admission that the present invention is not entitled to antedate such publication by virtue of prior invention. Further, the dates of publication provided may differ from the actual publication dates which may need to be independently confirmed.

It is to be appreciated the embodiments of this invention as discussed below are preferably a software algorithm, program or code residing on computer useable medium having control logic for enabling execution on a machine having a computer processor. The machine typically includes memory storage configured to provide output from execution of the computer algorithm or program.

As used herein, the term “software” is meant to be synonymous with any code or program that can be in a processor of a host computer, regardless of whether the implementation is in hardware, firmware or as a software computer product available on a disc, a memory storage device, or for download from a remote machine. The embodiments described herein include such software to implement the equations, relationships and algorithms described above. One skilled in the art will appreciate further features and advantages of the invention based on the above-described embodiments. Accordingly, the invention is not to be limited by what has been particularly shown and described, except as indicated by the appended claims. All publications and references cited herein are expressly incorporated herein by reference in their entirety.

With reference to the below illustrated embodiments, the present invention is directed to systems and methods for real-time aircraft performance monitoring. More particularly, the subject invention is directed to determining a real-time aircraft mass and determining performance parameters based on the real-time aircraft mass.

Real-time aircraft performance monitoring enables pilots to make more accurate and effective decisions that maximize aircraft performance and optimize an aircraft flight profile. These decisions include adjusting an aircraft's altitude and cruise speed. For example, an autopilot system or a pilot can initiate a step climb to a higher altitude for improved fuel mileage performance based on a real-time mass that accounts for weight decreases due to fuel burn over time. In addition, the cruise speed of the aircraft can be adjusted according to more accurate cost schedules that are derived, in part, from real-time mass calculations. The cost schedules can further be derived from real-time assessment of fuel mileage performance factors.

Referring to the FIGS, and in particular <figref idref="DRAWINGS">FIG. 1</figref>, there is provided a diagram of a system, i.e., system <b>100</b>, for real-time aircraft performance monitoring. System <b>100</b> preferably includes a computer <b>105</b> coupled to a network <b>130</b>, e.g., the aircraft digital busses and/or aircraft radio networks. Computer <b>105</b> preferably includes a user interface <b>110</b>, a processor <b>115</b>, and a memory <b>120</b>. Although computer <b>105</b> is represented herein as a standalone device, it is not limited to such, but instead can be coupled to other devices (not shown) in a distributed processing system.

User interface <b>110</b> preferably includes an input device, such as a keyboard, a touch screen or a speech recognition subsystem, which enables the pilot to communicate information and command selections to processor <b>115</b>. User interface <b>110</b> also includes an output device such as a display, e.g., a heads up display or a multi-function display. User interface <b>110</b> can further include an input device such as a mouse, track-ball, or joy stick, which allows the pilot to manipulate the display for communicating additional information and command selections to processor <b>115</b>.

Processor <b>115</b> is preferably an electronic device configured of logic circuitry that responds to and executes instructions. Memory <b>120</b> is preferably a computer-readable medium encoded with a computer program. In this regard, memory <b>120</b> stores data and instructions that are readable and executable by processor <b>115</b> for controlling the operation of processor <b>115</b>. Memory <b>120</b> may be implemented in a random access memory (RAM), a hard drive, a read only memory (ROM), or a combination thereof. One of the components of memory <b>120</b> is a program module <b>125</b>.

Program module <b>125</b> contains instructions for controlling processor <b>115</b> to execute the methods described herein. For example, under control of program module <b>125</b>, processor <b>115</b> performs the processes described for the processor of the EFB-above. It is to be appreciated that the term “module” is used herein to denote a functional operation that may be embodied either as a stand-alone component or as an integrated configuration of a plurality of sub-ordinate components. Thus, program module <b>125</b> may be implemented as a single module or as a plurality of modules that operate in cooperation with one another. Moreover, although program module <b>125</b> is described herein as being installed in memory <b>120</b>, and therefore being implemented in software, it could be implemented in any of hardware (e.g., electronic circuitry), firmware, software, or a combination thereof.

Processor <b>115</b> outputs, to user interface <b>110</b>, a result of an execution of the methods described herein. Alternatively, processor <b>115</b> could direct the output to a remote device (not shown), e.g., refer to a flight operations center <b>225</b> in <figref idref="DRAWINGS">FIG. 2</figref>, via network <b>130</b>. It is also to be appreciated that while program module <b>125</b> is indicated as already loaded into memory <b>120</b>, it may be configured on a storage medium <b>135</b> for subsequent loading into memory <b>120</b>. Storage medium <b>135</b> is also a computer-readable medium encoded with a computer program, and can be any conventional storage medium that stores program module <b>125</b> thereon in tangible form. Examples of storage medium <b>135</b> include a floppy disk, a compact disk, a magnetic tape, a read only memory, an optical storage media, universal serial bus (USB) flash drive, a solid state storage (SSD), a compact flash card, or a digital versatile disc. Alternatively, storage medium <b>135</b> can be a random access memory, or other type of electronic storage, located on a remote storage system and coupled to computer <b>105</b> via network <b>130</b>.

It is further to be appreciated that although the systems and methods described herein can be implemented in software, they could be implemented in any of hardware (e.g., electronic circuitry), firmware, software, or a combination thereof.

In the illustrated embodiments, a method for real-time aircraft performance is provided. In particular, the method includes the steps of receiving real-time data during from an aircraft having sensors during aircraft flight, processing the real-time data to calculate mass data, and calculating a fuel mileage performance based on the mass data. It is to be understood real-time data is to encompass any data relating to attributes and performance of an aircraft at a given measurement time. For instance, real-time data includes (and is not limited to): aircraft laden weight, thrust, drag, lift, speed, altitude, and atmospheric conditions the aircraft is travelling though.

The method can further include transmitting an alert that indicates degradation of the fuel mileage performance, transmitting the fuel mileage performance to a cockpit of an aircraft, and automatically adjusting altitude and a cruise speed of the aircraft based on measured fuel mileage performance, for instance when a threshold fuel mileage performance is exceeded.

In some embodiments, the method includes storing the fuel mileage performance as a record in a database having previously stored records, and calculating a performance trend based on the record and at least one of the previously stored records. <figref idref="DRAWINGS">FIG. 2</figref> illustrates a system diagram, i.e., system diagram <b>200</b>, for real-time aircraft performance monitoring. Typically, system <b>200</b> employs all, or part of, system <b>100</b> according to the present invention.

System <b>200</b> includes aircraft digital data busses <b>205</b>, an aircraft interface device <b>210</b>, a cockpit display <b>215</b>, an aircraft radio <b>220</b>, and a flight operations center <b>225</b>. Aircraft digital busses <b>205</b> relay real-time sensor data to aircraft interface device <b>210</b>. Aircraft interface device <b>210</b> is preferably part of an electronic flight bag system (EFB). The aircraft interface device <b>210</b> receives and processes the real-time sensor data and yields processed data relating to aircraft performance. Subsequently, the aircraft interface device typically transmits the processed data to cockpit display <b>215</b> (which can also be part of the EFB system), aircraft radio(s), e.g., ACARS and broadband, and flight operations center <b>225</b>, e.g., ground stations, via the aircraft radios.

Preferably, the EFB includes a processor, and a memory having instructions that are executable by the processor, e.g., processor <b>115</b>. For example, the instructions, when read by the processor can cause the processor to receive real-time data during aircraft flight, and process the real-time data to calculate fuel mileage performance factors such as aircraft mass data. The processor can further communicate with, and receive real-time data from, various aircraft sensors, e.g., inertial sensors, pitot sensors, and position sensors, via aircraft digital data busses <b>205</b>. Moreover, the processor can calculate a fuel mileage performance based on the mass data, and transmit an indication of this fuel mileage performance from the EFB, e.g., aircraft interface device <b>210</b>, to cockpit display <b>215</b>, aircraft radio <b>220</b> or flight operations center <b>225</b> (via aircraft radio <b>220</b>). In addition, the aircraft, in response to the fuel mileage performance can adjust an altitude or a cruise speed either by manual pilot input or auto-pilot controls. Further, in some embodiments, the processor communicates with a database. The processor stores fuel mileage data in a record of the database. Through a compilation of stored records, the processor generates performance trend data. Further still, the processor generates and transmits an alert that indicates degradation of the fuel mileage performance. This alert can be transmitted to cockpit display <b>215</b>, aircraft radio <b>220</b> or flight operations center <b>225</b>.

The subject invention facilitates maximization of fuel efficiency of aircraft via real-time data. Maximizing fuel efficiency translates to a reduction of cost. In addition, calculating and tracking performance trends of aircraft facilitates advanced monitoring of an aircraft's health and can provide an indication of required maintenance.

The techniques described herein are exemplary, and should not be construed as implying any particular limitation on the present disclosure. It should be understood that various alternatives, combinations and modifications could be devised by those skilled in the art. For example, steps associated with the processes described herein can be performed in any order, unless otherwise specified or dictated by the steps themselves.

The present disclosure is intended to embrace all such alternatives, modifications and variances that fall within the scope of the appended claims. Although the systems and methods of the subject invention have been descried with respect to the embodiments disclosed above, those skilled in the art will readily appreciate that changes and modifications may be made thereto without departing from the spirit and scope of the subject invention as defined by the appended claims.